Generating apparatus for heat-engines.



EATENTED DEG. 11, 1906.

v s. A. EEEVE. GENERATING APPARATUS EOE HEAT ENGINES.

APPLICATION FILED APE-5. 1900. HENBWED APB. Z7, 1904.

@SHEETS-SHEET l.

mum.

WTHESSES di@ www.

1HE mmms persas co., wAsmNaroN. n. c.

PATENTED DEG. 11, 1906.

S. A. REEVE. GENERATING APPARATUS POR HEAT ENGINES.'

APPLIOATLON FILED APB. 5. 1900. EENEWBD APB. 27| 1904.

3 SHEETS-SHEET 2.

TTI-:1.5

WITNESSES! MWI @mi ma Namus Pneus co.. vusxmarau, v, c.

PATENTED DEG. l1, 1906.

S. A. REEVE. GENERATING APPARATUS FOR HEAT ENGINES.

s SHEETS-snm s.

APPLIOATION FILED APB. 5, 1900. BENEWED APR. 27, 1904.

I l Er. E

THE NuRRJs PETERS cn., wAsHmcroN. n. c.

IGII ul..

ri'iarrnn sfra'rns PATENT FFICE.

SIDNEY A. REEVE, OF VORCESTER, MASSACHUSETTS, ASSIGNOR TO CHARLES F.EROI/VN, TRUSTEE, OF READING, MASSACHUSETTS.

r GENERATIANG APPARATUS FOR HEAT-ENGINES.

Speccation of Letters Patent.

Patented Dec. 1 1, 1906.

Application filed April 5, 1900. Renewed April 27, 1904. Serial No.205,248.

T0 all whom, it 717,501/ concern:

Be it known that I, SIDNEY A. Rienvn, of I/Vorcester, in the county of`Worcester and State of Massachusetts, have invented certain new anduseful Improvements in Generating Apparatus for Heat-Engines, of whichthe following is a specification.

This invention relates to internal-combustion motor apparatus, and hasfor its object to provide improved mechanism for feeding* andcontrolling liquid fuel and feeding and controlling compressed air forthe combustion-chamber in a certain determinate relation to thefuel-supply.

The invention principally applies to continuous-combustion systems suchas illustrated in my prior patents, Nos. 588,173 and 588,293, and forthat reason T have illustrated that type of apparatus the main featuresof which are air and fuel pumps, a burner with closedcombustion-chamber, a cooling-chamber for quenching the products ofcombustion, and a niotor of the steam-engine type driven by the mixtureof steam and gases. I

Of the accompanying drawings, Figure 1 represents a side elevation,partly in section, showing my invention. Fig. 2 represents a verticalsection through the burner-head and the regulating-valve. Fig. 3represents a view of parts shown in Fig. 2 in a different position. Fig.4 represents a section of the burner-head, taken at right angles to Fig.2. Fig. 5 represents a plan view of the burnerhead. Fig. 6 represents anelevation of the side of the burner-head opposite to that shown inFig. 1. Fig. 7 represents a detail side elevation o'f thedelivery-nozzle.

The same reference characters indicate the same parts in all thefigures.

Referring to the drawings, 1 designates an engine of the ordinaryreciprocating steamengine type; but it may be replaced by any suitabletype of steaiii-motor. Said engine drives an air-compressor 2, awater-pump 3, and an oil-pump 4 and is designed to develop abundantexcess power for outside work from the combustion of the air compressedand the oil pumped.

5 is a burner inclosing a combustion-chamber 7, in which the air andfuel are burned and from which the products of combustion` pass to theengine 1 through a pipe 8. The lower part of the casing or burner 5constitutes a cooling-chamber 6, in which a supply of water ismaintained. The products of combustion pass downwardly .around the lowerend of coinbustion-chamber 7 through the body of cooling-water, whichabsorbs a portion of their heat and is itself evaporated, the productslof combustion and steam'f then passing upwardly around the outside ofthecombustion-chamber and being thereby re-y chamber 6 and having a seriesof branches 12 12 entering the cooling-chainber at different heightsabove theoriiice of the supply-pipe 10 and provided with valves 13 13,by means of which the passages through said branches may be opened orclosed. These devices form parts of an automatic water-feed mechanismwhich I do not claim herein, and therefore have not specificallydescribed, and for which any suitable feed devices may be substituted.Vater is forced into the reservoirchamber 9 by means. of the pump 3,having a suction-pipe 23, which may permissibly be connected to awater-jacket 28, surrounding the cylinder' vof air-compressor 2, wherebythe water-supply for the cooling-chamber is initially heated by the heatof compression of the air in said compressor. A further preliiiiinaryheating of said water can be accomplished by carrying the saidsuction-pipe 23 into a closed chamber 29, heated by the exhaust from theengine 1, which is carried into said chamber through an exhaust-pipe 30.The delivery-pipe 31, whichv leads from the air-coiiipressor 2 to theburner 5, may also be carried through the exhaust-heatedlchamber g A 29,as shown in Fig. 1.

32 represents an enlargement or storagechamber in branch connection withthe airpipc 31 and contained within the exhaustchamber 29. I have alsorepresentedN the reservoir-tank 33, from which the oil-supply is drawn,as contained within the exhaustheated chamber 29, so as to be jacketedby the exhaust and raised in temperature before passing. to the burner.In the drawings .y y

IOO

the jacketing of parts 23 31, &c., is represented diagrammatically, andportions of said parts are shown as exposed to the cooling effect of theatmosphere, which in practice could easily be completely jacketed by amore compact organization of parts. It is obvious also thatreservoir-chamber 9 could be included in an exhaust-heated jacket, suchas 29.

34, 35, and 36 represent, respectively, a fuel-compartment, adelivery-compartment, andan air-compartment located in the upper portionof the burner-head and separated by vertical; partitions 37 38. Anoil-supply is maintained at a constant levelv within the fuel-chambery34 by the pump 4, delivering through a pipe 39. The oil passes througha delivery-nozzle 40,hereinafter more fully described, into the middleor delivery compartmentA and,y from thence through an opening 41 in theiioor of said compartment onto arefractory perforated cap-piece 42,which covers-the. top of the combustion-chamber 7. The heat ofcombustion vaporizes the oil and converts it into gas, which becomesintermixed with air which enters the air-compartment 36 and passes fromthence through, a passage 43 down around the lower end of an annulardeflector 44 and up around the upper portion of the combustion-chamber.

Reaching the topV of the combustion-chamber, the air combines with thevaporized oil .and passes therewith downward through the interstices ofthe cap-plate 42. A continuous combustion is maintained so long as theair and fuel are supplied under proper pressure-and proportions.

The mechanism for regulating the flow of combustible to the burner isconstructed as follows: In Fig. 2, 31 represents the air-conduit leadingfrom the aircompressor and entering a. valve-casing 45. rlwo outlets areprovided' from said casing-one into the aircompartment v36 in theburner-head, which connectsr with the combustion-.chamber through thepassage 43, this outlet being conl trolled by a valve 46, attached to. astem 47,

and the other through a by-pass conduit 48, connecting the interior ofthe valve-casing 45 directly with the engine-pipe 8 without passingthrough the combustion-chamber. This conduit is termed the by-passconduit and is controlled by a second valve 49, attached to the stem 47.The valves 46 and 49 have a series of ports adapted to register to agreater or less eXtent, respectively, with thev burner-opening into thecompartment 46 and with the by-pass opening into the conduit 48. Thearrangement is such that longitudinal movement of the stem 49 does notvary the aggregate port-openings controlled by the valves, theburner-ports being opened by as much as by-pass ports are closed, andvice versa. Leftward motion of the stem 47 opens the burner-ports andcloses the by-pass ports. The arrangement is further such, as will beseen in Fig. 2, Vthat this leftward motion of the stem may be continuedafter the burner-ports have attained their full opening. The stem 47 isattached to a diaphragm 50, receiving on one side the pressure of theinterior of the 4valve-casing 45 and on the other side the pressure ofthe atmosphere and of a spring 51, confined between said diaphragm andan adjustable nut 52. As duid-pressures rise, due to the combustion offuel and air, the diaphragm 50 and attached valve-stem 47 are forced tothe right against the pressure of the spring 51, and as fluid-pressuresfall the converse movement takes place. spindle 55, attached to thediaphragm 50, has adjustably mounted on it a plate 53, between which anda shoulder on the inclosing casing is interposedV a spring 54, which,while filling the space between said shoulder and plate when thediaphragm is in a central position, is not under much or any tensionduring said position of the diaphragm. The set of these springs is suchthat Whereas 51 balances the normal running pressure in valve-casing 45a very moderate pressure in excess of normal car-v ries diaphragm andattached valves to the right-hand end of the stroke and whereas at thecentral position of diaphragm spring 54 does little or nothing to aidpressure in 45 any diminution of pressure in 45 transfers some duty tospring 54, the strength and set of whichare made such that the motion ofdiaphragm and valves leftwise is fairly proportional to the drop ofpressure in 45 below normal. The normal position for valves 46 and 49 isthat giving the principal. exit through air-compartment 36 and some exitthrough by-pass conduit 48. Provision may be made for adjusting thevalves 46.49 by rotating them to vary the actual resistance offered tothe passage of air to the burner.

7'5 is a diaphragm receiving on one side the pressure of the air `inconduit 31 and on the other side the pressure of the burner, combustion,and cooling chambers through a pipe 76 and of a spring 77. The diaphragm75 rotates valve-stem 47 to which the valves 46 and 49 are rigidlyattached, through a rack 78 on the stem of the diaphragm and a coactingpinion 79 on the valvestem 47, said valve-stem being, as here shown,adapted to slide through the pinion 79. A suitable locking device, suchas the set-screw 80, adapted to engage a prolongation of theIdiaphragm-stem, is provided, so that the valves may be set at anydesired rotatory adjustment.

I do not herein claim the described aircontrolling valve, as the same isclaimed in another application, SerialNo. 3,156, Jriled by me January29, 1900. I

Valve-stem 47 prolonged to the left, carries a double-rack frame havingtwo racks 56 57, adapted to mesh on opposite sides of a pinion 58,attached to a shaft 59. Shaft 59 passes through an opening 60,slightlylarger than itself, in the wall 38, which separatesdelivery-compartment 35 and air-compartment 36, and is attached toahollow swivelpiece 61, journaled in a bonnet 62 in the separating-wall37 between the fuel-compartment 34 and delivery-compartment 35, saidswivel-piece carrying fueldelivery nozzle 40, hereinbefore referred to.The orifice of swivel-piece 61, located within the fuelcompartment 34,is controlled by a needlevalve 63, mounted at the end of a stem 64,which passes through a threaded bonnet 65 in the outer wall offuel-compartment 34 and is rotatable from the outside of the burner. Therotation of said stem adjusts the needlevalve with respect to theintake-orifice ef nozzle 40 at the end of the swivel-piece 61 andregulates the size of said orifice and the amount of fuel flowingtherethrough under a given head.

A constant level of liquid fuel is maintained in the fuel-compartment 34by suitable means, which as here shown comprise the delivery-pipe 39,.leading from the oilpump 4 into the lower part of fuel-compartment 34,and an overflow-pipe 66, leading from the upper part of saidfuel-compartment, together with certain provi sions whereby when anoverflouT exists from the compartment 34 through pipe 66 the oil ishandled over and over and no oil is drawn from the reservoir-tank 33 5but if consumption of oil out of fuel-compartment 34 stops the overflowthe pump sucks from said tank to make good the deficiency. To this endthe overflow-pipe 66 enters an intermediate reservoirchamber 67, withthe lower part of which a suction-conduit 68 of the pump 4 is connected.Within the chamber 67 is located a float 69, operating a valve 70, whichcontrols the orifice of delivery-conduit 68. The main delivery-pipe 39from the pump to the burner fuel-compartment is provided with acheck-valve 71, opening away from the pump, and the suction-conduit 72of the pump, as well as secondary suction-conduit 68, are provided withcheck-valves 73 74, opening toward the pump. When fueloverflow existsfrom the burner fuel-comp artment into the reservoir-compartment 67, thefloat-valve will be raised and pump 4 will draw oil from saidreservoir-chamber and deliver it tl'ircugh pipe 39. Then the level inreservoir-chamber 67 falls because of fuel consumption at the burner,the orifice cf delivery-conduit 68 is closed by valve 70 and the pumpsucks from the oil-tank 33.

It has been seen that the air-pressure operates to determine theair-path, sending a larger portion to the burner at pressures belownormal and rapidly diverting all air from the burner at pressures abovenormal,

these results being proportionate to the amount of longitudinal movementof spindle 47 and its attached parts. /Vhen burner-air is for any reasonvaried in quantity, it is important that the oil flowing to the burnershall be correspondingly varied in quantity, so that the actualquantitative ratio of oil to air shall be maintained controllably. ThisI accomplish by the described connection of the valve-stem 47 with thefuel-delivery nozzle 40. The pressure of the compressed air existing indelivery-compartment 35 is carried to the surface of thefuel-compartment 34 through a small orifice 81 in the dividing-wall 37between said compartments and the orifice 60 in the dividing-wall 38, sothat oil will tend to flow by gravity from compartment 34 to compartment35 through the delivery-nozzle 40 when the orifice of the latter isdepressed below the level of the fuel in 34. Longitudinal movement ofthe stem 47 transmitted to the delivery-nozzle 40 through the racks 5657 and pinion 59 varies the inclination of said nozzle 40 fromthevertical, and hence varies the height of its delivery-orifice andeffective head of fuel-r` flow without varying the size of the orificethrough which the oil flows, needle-valve 63 being supposed to be set ata fixed adjustment. The effective head is equal to the differencebetween the height of the nozzle-orifice and the level of the oil in 34.Vhen nozzle 4() is vertical, no flow occurs, for the upper end of saidnozzle is then on a level with the surface of the oil in 34; but asnozzle 40 is inclined the effective head is increased. Nozzle 40 may beprovided with a leader er duct 82, adapted to preserve a uniform rate ofdownward oil-flow from the nozzle 40 to aperture 41. This Vleaderterminates at a drip-point which is located substantially in line withthe aperture 41 during all inclinations of the nozzle 40. Now theangular movement of nozzle 4() is by construction proportional to thelongitudinal movement of valve-stem 47, the actual ratio of saidmovements depending upon the radius of 'pinion 58. By' construction ofthe burner air-opening controlled by valve 46 the area of said opening,and hence the flow of air through it at cr near normal pressureisproportionate to the movement of valve 46, closing said opening, andhence is proportionate to the angular departure of nozzle 4() from thevertical. his angular motion of nozzle 40 is found for geometricalreasons to give effective heads which vary very nearly according to thesquare of the angular departure from the vertical. It is the physicallaw governing the flow of liquids under different heads by gravity thatthe orifice being (as in this` case, by the fixed set of needle-'valve63) constant the quantities passing are substantially in proportion tothe square roots of the effective heads. It therefore follows IOO thatby the construction adopted a lessening of burner air-iiow caused bymotion of valve 46 to the right under influence of air-pressure abovenormal is accompanied by a substantially proportionate lessening ofoil-flow, the result being the maintenance of constant conditions in thedeli very of combustible to the burner.v The limit is reached when at adeterminable measure above normal all oil-flow ceases and all air isby-passed through conduit 48, after which pressures can rise no farther.In the central position of diaphragm 50 the delivery-nozzle 40 ispreferably at or near a horizontal position, giving a maximum deliveryof fuel. Movement to the right under increasing pressures acts throughthe rack 57 and pinion 58 to elevate the delivery-nozzle.

It has been stated that the movement of stem 47 to the left underfalling pressure and in substantial proportion to the drop in pressuresoon brings the burner-passage controlled by valve 46 to full opening`and en-Y tirely closes the by-pass passage controlled by valve 49. Asthe diaphragm 50 passes from central or nearly central position, movingto the left, the rack 57loses control of the pinion 58, and the rack 56comes into mesh with said pinion. The continued leftward movement of thestem therefore causes the deliverynozzle 40 to move from a substantiallyhorizontal position toward a vertical position. This movement of thenozzle during falling pressures provides for another requirementinvolved in the regulation of combustion utilizing a liquid fuel. Theactual quantity of air of a given volume flowing through theair-passages is substantially proportionate to the pressure, and as theports in the valves 46`49 measure air-How volumetrically it follows thatthe actual quantity of liquid fuel properfor combining with a given flowof air ata relatively high pressure will be much too great for anairiiow similar in volume, but at considerably lower pressure. Soonafter stem 47 begins its leftward movement from a normal centralposition thel burner air-passage reaches full opening, and furtherleftward movement does not alter the size of said passage, but continuesto move nozzle 40 toward the vertical. The result is a diminution ofoil-How proportionate to the diminution of actual quantity of airpassed. It will be seen from the foregoing that there is in themechanism described provision whereby the actual quantity of oil-flow tocombustion shall be maintained in substantially constant proportion tothe actual quantity of air-flow thereto under all conditions of varyingpressure and air-volume, and of shifting-valve mechanism, thisproportion being subject to quite accurate determination by means of agiven adjustment of the valve 63.

-A still further adjustment of the oil-flow may be made by affixing apinion 83 to the end of the stem 64 of needle-valve 63 and actuating thesame by means of a double rack 84, similar to that which controls thenozzle 40 and operated by a stem 85, which has a connection with lostmotion at 86 with a pivoted lever 87, having a lost-motion connection at88 with a prolongation of the stem 55 of diaphragm 50. By this means theoiloriiice is varied in size by the movement of diaphragm 50. With thelost-motion connections such movement takes placel at the ends of themovement of the diaphragm 3 but byv positive connection it could be madeto take place throughout said movement of the diaphragm. The pinion 83ispreferably attached to the stem 64 by means of a friction clamping-nut89, which when loosened frees the stem from the pinion and permits saidstem to be adjusted by hand to regulate the needle-valve. There isplainly also the method of lvarying oilorifice without varyn ing head.

In the claims I have described certain parts as being controlled by orsubject to the pressure of combustion, by which is meant either theactual pressure under which combustion takes place or some pressurewhich varies in a vfixed relation therewith, as, for example, theair-pressure antecedent to the burner, which is slightly higher than thepressure in the combustion-chamber.

I claiml* 1. In internal-combustion motor apparatus, the combination ofa combustion-chamber, means to supply compressed air thereto, a chamberfor liquid fuel having an outlet leading to said combustionchamber,means to immerse said outlet with fuel at a constant level, and means toestablish the pressure of combustion on the surface of the fuel in saidchamber. y

2. In internal-combustionmotor apparatus, the combination of acombustion-chamber,V means to supply compressed air and liquid fuelthereto, and means controlled by the pressure of combustion for varyingthe head under which the fuel is supplied.

3. In internal-combustion motorapparatus, the combination of acombustion-chamber, a fuel-chamber, a delivery-chamber, means tomaintain a constant level of liquid fuel in the fuel-chamber duringdelivery, and means to deliver the fuel from the fuel-chamber to thedelivery-chamber under a varying head.

4. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-chamber, a delivery-chamber, means tomaintain a constant level of liquid fuel in the fuel-chamber duringdelivery, and means to deliver the fuel from the fuel-cham- `ber to thedeliveryfchamber under a varying head, controlled automatically by thepressure of combustion.

TOO

IIO

5. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-delivery nozzle movable to vary the height ofits delivery-orifice, and means to maintain a constant level of liquidfuel over the intake-orifice of said nozzle during delivery. A

6. In internal-combustion motor apparatus, the combination ofa1combustion-chainber, a fuel-delivery nozzle movable under control ofthe pressure of combustion to vary the height of its delivery-orifice,and means to maintain a constant level of liquid fuel over theintake-orifice of said nozzle during delivery.

7. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-chamber, a delivery-chamber, adelivery-nozzle having its intake-orifice in the fuel-chamber and itsdelivery-orifice in the delivery-chamber and movable under control ofthe pressure of combustion to vary the height of said delivery-orifice,and means to maintain a constant level of liquid fuel in thefuel-chamber during delivery.

S. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-chamber, a delivery-chamber,

9. In internal-combustion motor apparatus, the combination of acombustion-chamber, a pivoted head-varydng outlet-nozzle controlling thefeed of liquid'fuel to said chamber, and controlling means connected tovary the angularity of said nozzle and subject to the pressure in saidchamber.

10. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-delivery nozzle movable angularly about ahorizontal aXis to vary the height of its delivery-orifice, and means tomaintain a constant level of liquid fuel over the intake-orifice of saidnozzle during delivery.

11. In internal-combustion motor apparatus7 the combination of acombustion-chamber7 a fuel-delivery nozzle movable angularly to vary theheight of its delivery-orifice, means to produce the angular movement ofsaid nozzle in substantial proportion to the changes in the pressure ofcombustion, and means to maintain a constant level of liquid fuel overthe intake-orifice of said nozzle.

12. In internal-combustion motor apparatus7 the combination of acombustion-chamber, means to supply air and liquid fuel thereto underthe control of the pressure of combustion, and means including devicesto vary the head of fuel for maintaining the relative quantities of airand fuel in substantial proportion during variations in said pressure.

13. In internal-combustion motor ap aratus, the combination of acombustion-c amber, means to supply air and liquid fuel thereto, andmeans controlled by the pressure of combustion for varying the head offuel-delivery and the size of the air-supply passage concurrently on oneside of a predetermined pressure and oppositely on the other side ofsaid pressure. I

14. In internal-combustion motor apparatus, the combination of acombustion-chamber, meansto supply air and liquid fuel thereto, avariable air-supply orifice, and means controlled by the pressure ofcombustion for varying the size of said orifice and hence the quantityof fuel supplied, in substantial proportion to each other duringvariations of pressure above a predetermined limit, and in disproportionduring variations below said limit.

15. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-delivery nozzle movable angularly to vary theheight of its delivery-orifice, means to maintain a constant head ofliquid fuel over the intake-orifice of said nozzle during delivery, anda device operating said nozzle and movable under the control of thepressure of combustion, said device having an intermediate positioncorresponding to an intermediate pressure in which it maintains thenozzle at a maximum depression and on either side of which it elevatessaid nozzle.

16. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-delivery nozzle movable angularly to vary theheight of its delivery-orifice and having a pinion, and a rod movablelongitudinally under control of the pressure of combustion and havingtwo racks adapted to successively engage the pinion on opposite sidesand in its intermediate position holding said nozzle at a maximumdepression.

17. In internal-combustion motor apparatus, the combination of acombustion-chamber, a hiel-delivery nozzle movable angularly to vary theheight of its delivery-orifice and having a pinion, a rod movablelongitudinally under control of the pressure of combustion and havingtwo racks adapted to successively engage the pinion on opposite sidesand in its intermediate position holding said nozzle at a maximumdepression, an airsupply orifice, and a valve attached to the rod andcontrolling said orifice, the arrangement being such that the maximumopening of said orifice is attained during a movement of said rod due tofalling pressure and prior to the nozzle-moving limit of said movement.

18. In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-chamber having a delivery-orifice,

'fuel-pump having a greater delivery than that of said orifice, asupply-conduit leading from said pump to the fuel-chamber, a reservoirlocated below the level of the fuel-chamber and connected with the pumpby a fuelpassage, a valve controlling said passage, means controlled bythe level of the fuel in said reservoir for operating said valve, and anoverflow-conduit connecting said fuelchamber with said reservoir,whereby the fuel said fuel-chamber is maintained at a constant level.

19. In internal-combustion motor apparatus, the combination of acombustion-chambei', means to ,supply compressed air thereto, afuel-feed chamber subject to the pressure of said air, an outlettherefrom to the combustion-chamber, means to force liquid fuel intosaid fuel-feed Chamber, and an overHow-conduit leading from saidfuel-feed chamber to the intake of the fuel-forcing means.

20. In internal-combustion motor apparatus, the combination of acombustion-chamber, liquid-fuel-supplying means having an outlet to said.chamber above the seat of combustion therein for gravity-feed of fuelto said Chamber and including a fuel-feed chamber having anoveriiow-outlet, and means to force a .quantity of liquid fuel into saidIfuelfeed Chamber in excess of the capacity of said outlet.

21, In internal-combustion motor apparatus, the combination of acombustion-chamber, a fuel-feed cham-ber subject to the pressure of thesystem7 an outlet therefrom to the combustion-chamber, means to forceliquid fuel into said fuel-feed chamber, an overflow conduit leadingfrom said fuel feed chamber to the intake of the fuel-forcing means, andmeans controlled by the pressure of combustion for varying the size ofthe palssage from the fuel-feed chamber to the combustion-chamber.

2 2. In internal-.combustion motor apparatus, the combination of acombustion-chamber, means to supply air and liquid fuel thereto, and anautomatic regulating device jointly controlling the aperture and head,of fuel-delivery.

23. In internal-combustion motor apparatus, the combination of acombustion-chamber, means to supply air and fuel thereto, and aregulating device operated by variations in the pressure of combustionand ointly controlling the aperture and head of fuel-delivery.

24. In internal-combustion motor apparatus, the combinationof acombustion-chamber, a fuel-delivery nozzle movable to vary the height ofits delivery-orifice, a valve controlling the intake-orifice of saidnozzle and movable to vary the size of said orifice, and a regulatingdevice controlled by the pressure of combustion, and jointly operatingsaid nozzle and said valve.

25. In internal-combustion motor apparatus, the combination of acombustion-chamber, a cooling-chamber associated therewith, means tosupply combustible to the combustion-chamber, and water to thecoolingchamber, an engine driven by the products of combustion and steamemanating from said chambers, and means to jacket the water with theexhaust from said engine.

26. In internal-combustion motor apparatus, the combination of acombustion-chamber, a cooling-chamber associated therewith, means tosupply fuel to the combustionchamber and water to the cooling-chamber, acompressor for supplying air to the combustion-chamber, and means tojacket the compressor with the water supplied to the combustion-chamber.

27. In internal-combustion motor apparatus, the combination of acombustion-chamber, means to supply compressed air thereto, afuel-chamber subject to the pressure of said air for delivering liquidfuel to the air-current passingoto the combustion-chamber,v a pump tosupply the fuel to said fuel-chamber, an overflow-conduit leading fromsaid fuel-chamber for returning the excess of fuel supplied by the pump,a chamber in said conduit for accumulating the overflow, and anoutlet-valve for the accumulation controlled by the level of saidaccumulation.

In testimony whereof I have afiixed my signature in presence of twowitnesses.

SIDNEY A. REEVE.

Witnesses:

MARCUS B. MAY, EDWD. P. MEYERs.

